Location-based vehicle powertrain regulation system

ABSTRACT

A vehicle control system to control operation of a vehicle includes a powertrain system operable according to a plurality of operating modes that drive the vehicle. A sensor is mounted to the vehicle to detect a quality of air surrounding the vehicle. A vehicle control module is configured to select an operating mode of the powertrain system. The operating mode is selected to reduce at least one emission exhausted from the vehicle that contributes to a low air quality measure by the sensor.

BACKGROUND

The present invention relates generally to a vehicle powertrain controlsystem, and more particularly, a location-based vehicle control systemthat regulates powertrain operation based on powertrain operatingparameters.

As more vehicles located in urbanized areas of the word compete forincreasingly scarce resources (e.g., highways, fuel, and pollutionquotas), municipalities have an interest and opportunity to encouragedriving behavior that is both environmentally and sociallyconscientious. Municipalities currently monitor traffic patterns andcongestion to obtain an indicator for influencing driver behavior. Forexample, municipalities may increase toll rates in certain areas and atcertain times of day based on traffic volume to facilitate a differentuse of the limited transportation resources.

To date, only manual solutions are available for mitigating theenvironmentally and socially conscientious consequences caused by thelimited transportation resources. For example, highway congestion andpollution have been addressed by adding high-occupancy vehicle (HOV)lanes to at high-traffic urban highways. Further, the flow of traffictraversing the HOV lanes can be controlled based on the time of day.However, manual solutions have been traditionally implemented regardlessof the operating parameters of the engine. Conventional powertrainsystems, therefore, do not apply municipality location-based policiesaccording to vehicle powertrain operating parameters.

SUMMARY

According to one embodiment, a vehicle control system to controloperation of a vehicle includes a powertrain system operable accordingto a plurality of operating modes that drive the vehicle. A sensor ismounted to the vehicle to detect a quality of air surrounding thevehicle. A vehicle control module is configured to select an operatingmode of the powertrain system. The operating mode is selected to reduceat least one emission exhausted from the vehicle that contributes to alow air quality measure by the sensor.

According to another embodiment, a powertrain system comprises a globalposition satellite (GPS) system and a control module. The GPS systemdetermines a location of a vehicle operated by the powertrain system.The control module communicates with a remotely located municipalitymodule to obtain at least one stored powertrain parameter. The controlmodule is configured to determine at least one current operatingcondition of the powertrain system. The control module further selectsan operating mode of the powertrain system among a plurality ofoperating modes based on a comparison between the at least one currentoperating condition and the at least one stored powertrain parameter.

In yet another embodiment, a method of controlling a vehicle powertrainsystem comprises storing at least one powertrain parameter in a database, and determining at least one operating condition of the powertrainsystem. The method further includes determining a location of a vehicleoperated by the powertrain system, and comparing the at least oneoperating condition to the at least one powertrain parameter. The methodfurther includes selecting an operating mode of the powertrain systemamong a plurality of operating modes that control the powertrain systembased on the comparison.

Additional features are realized through the techniques of the presentinvention. Other embodiments are described in detail herein and areconsidered a part of the claimed invention. For a better understandingof the invention and the features, refer to the description and to thedrawings.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

The subject matter which is regarded as the invention is particularlypointed out and distinctly claimed in the claims at the conclusion ofthe specification. The forgoing and other features are apparent from thefollowing detailed description taken in conjunction with theaccompanying drawings in which:

FIG. 1 is a block diagram illustrating a location-based powertraincontrol system according to an embodiment;

FIG. 2 is a flow diagram illustrating a method of controlling modes of apowertrain control system according to an embodiment; and

FIG. 3 is a flow diagram illustrating a method of controlling modes of apowertrain control system according to another embodiment.

DETAILED DESCRIPTION

Referring now to FIG. 1, a location-based powertrain control system 100is illustrated. The location-based powertrain control system 100includes a powertrain system 102 of a vehicle. The vehicle according toan embodiment includes, for example, a plug-in hybrid electric vehicle(PHEV). The powertrain system 102 includes two on-board power systems.The power systems include, for example, an engine 104 and a hybridelectric motor/generator (HEM) 106. The engine 104, such as an internalcombustion engine (ICE), for example, generates a first mechanical powerby combusting hydrocarbon fuel, such as gasoline, stored in a fuel tank108. The first mechanical power is transferred to a drive shaft 112. Thedrive shaft 112 rotates in response to the first mechanical power, whichultimately rotates the wheels 114 of the vehicle.

The HEM 106 converts electrical power stored in a rechargeable batteryunit 116 into a second mechanical power. The second mechanical power mayalso be transferred to the drive shaft 112 to ultimately rotate thewheels 114. In one embodiment, the HEM 106 is a synchronousmotor/generator, in which a permanent magnet is embedded in a rotor anda stator coil is wound around a stator. The HEM 106 is controlled bybeing selectively energized with three-phase alternating currentdelivered from an inverter (not shown). The inverter may selectivelysupply the electrical power from the battery unit 116 based on one ormore HEM control signals, thereby adjusting the operation and mechanicaloutput of the HEM 106.

Further, the rotor may act as an electricity generator that produces agenerating power on both ends of the stator coil so as to recharge thebattery unit 116. In addition to recharging the battery unit 116 usingthe rotor of the HEM 106, the battery unit 116 may be rechargedaccording to other charging actions including, but not limited to,mechanical power transferred from the engine 104, regenerative braking,and connection to an external power supply.

The powertrain control system 100 further includes a powertrain controlmodule 118 and a drive clutch 120. The powertrain control module 118 mayreceive operating parameters via sensors 117 incorporated with theengine 104, the HEM 106 and/or the battery unit 116. For example, asensor 117 included with the engine 104 may output engine speed data,fuel intake data, piston timing, engine temperature. The sensor 117 mayalso detect carbon levels exhausted from the engine in response tocombusting the fuel. In another example, sensors 117 may be implementedwith the HEM 106 and the battery unit 116 to indicate battery chargelevels, voltage and/or current levels realized by the HEM 106, motortemperature, and motor speed.

The powertrain control module 118 may operate as an engine negotiatorcomponent. That is, the power train control module 118 may output one ormore control signals that adjust operation of the engine 104 and the HEM106. For example, the powertrain control module 118 may output one ormore engine control signals to the engine 104, and one or more HEMcontrol signals to the HEM 106. An engine control signal may, forexample, adjust fuel intake into cylinder chambers of the engine and/orpiston timing to vary fuel combustion timing. A HEM control signal mayvary power realized by the HEM 106, which adjusts mechanical poweroutput. For example, the HEM control signal may vary the amount of powerconverted by the inverter, which reduces motor speed generated by theHEM 106. Accordingly, the second mechanical power realized by the driveshaft 112 may be adjusted.

The powertrain control module 118 may also output a clutch controlsignal that controls the drive clutch 120. In at least one embodiment,the drive clutch 120 is interposed between the engine 104 and the HEM106 to adjust a torque transfer capacity between the engine 104 and theHEM 106. The drive clutch 120, therefore, may selectivelyengage/disengage the drive shaft 112 to the engine 104 and/or the HEM106 based on the clutch control signal. Accordingly, the powertrainsystem 102 may selectively operate in a plurality of operating modes todrive the PHEV according to the engine 104, or the HEM 106, or theengine 104 and the HEM 106 simultaneously.

The plurality of powertrain operating modes includes, but is not limitedto, an engine-only mode, a charge-depleting mode, a blended mode, acharge-sustaining mode, and a mixed mode. When the powertrain controlmodule 118 initiates the engine-operating mode, the drive clutch 120engages the engine 104 to the drive shaft 112, while disengaging the HEM106 from the drive shaft 112. Accordingly, the PHEV is driven solely bythe first mechanical power generated by the engine 104.

When the powertrain control module 118 initiates the charge-depletingmode, the PHEV is driven essentially by the HEM 106. More specifically,the charge-depleting mode disengages the engine 104, and engages the HEM106 to the drive shaft 112. The second mechanical power from the HEM 106drives the PHEV until the electrical charge of the battery unit 116 isdepleted below a threshold value (BATT_(TH)). In one embodiment, theengine 104 may be engaged during hard accelerations, i.e., when theacceleration of the PHEV exceeds a threshold value. The engine 104 maythen again be disengaged when the PHEV reaches a steady driving state,i.e., the acceleration is maintained within the threshold range. Oncethe battery charge falls below BATT_(TH), the powertrain control module118 initiates the engine-only mode. Accordingly, the drive clutch 120disengages the HEM 106 and engages the engine 104 to drive the PHEVuntil the battery is recharged above BATT_(TH).

When the powertrain control module 118 initiates the blended mode, thedrive clutch 120 engages both the engine 104 and the HEM 106simultaneously such that drive shaft 112 receives both the first andsecond mechanical power. Since the drive shaft 112 receives both thefirst and second mechanical power, the PHEV may achieve greater speedsand/or greater torque then would be realized if only the HEM 106 wereengaged. For example, if vehicle speed resulting from the secondmechanical power of the HEM 106 is too low, the blended mode may beinitiated to engage the engine 104 such that the combined mechanicalpower from the HEM 106 and engine 104 achieves the desired vehiclespeed.

When the powertrain control module 118 initiates the charge-sustainingmode, both the engine 104 and the HEM 106 may continuously beengaged/disengaged in such a manner that the powertrain system 102 isoperated as efficiently as possible based on a battery charge levelrange. For example, when the charge level exists within a range having alow battery level (BATT_(LOW)) and a high battery level (BATT_(HIGH)),the powertrain control module 118 may instruct the drive clutch 120 toengage both the engine 104 and the HEM 106. If the battery charge fallsbelow BATT_(LOW), the powertrain control module 118 may instruct thedrive clutch 120 to disengage the HEM 106 such that the drive shaft 112is driven solely by the first mechanical power generated by the engine104. While driving the PHEV exclusively by the engine 104, the batteryunit 116 may be recharged by the engine 104, regenerative breaking,and/or an external power source. If the battery unit 116 is rechargedsuch that the charge again exists within in the battery range, the HEM106 may again be engaged to provide the second mechanical power to thedrive shaft 112. If the battery unit 116 is recharged such that thecharge exceeds BATT_(HIGH), then the powertrain control module 118 mayinstruct the drive clutch 120 to disengage the engine 104 and drive thePHEV exclusively by the HEM 106 until the battery is charged to levelthat exists within the range of BATT_(LOW) and BATT_(HIGH).

When the mixed mode is initiated by the powertrain control module 118, acombination of the above modes may be utilized during an entire tripduration. For example, the PHEV may embark on trip starting in thecharge-depleting mode and using the HEM 106 to exclusively drive 5 miles(8 km) at a low speed. The PHEV may then enter a freeway and operate ina blended mode for 20 miles (32 km), using 10 miles (16 km) worth ofall-electric range at twice the fuel economy. Finally, the PHEV exitsthe freeway and drives for another 5 miles (8 km) without engaging theengine 104 until the full 20 miles (32 km) of all-electric range of thebattery unit 116 is exhausted. At this point the PHEV can revert back toa charge-sustaining mode for another 10 miles (16 km) until the finaldestination is reached. Such a trip would be considered a mixed mode, asmultiple modes of the powertrain system 102 are employed during theduration of the trip. The mixed-mode contrasts with a charge-depletingtrip which would be driven within the limits of a PHEV's all-electricrange. Conversely, the portion of a trip which extends beyond theall-electric range of a PHEV would be driven primarily incharge-sustaining mode.

The powertrain control module 118 may also include a communicationmodule 122 and a location module 124. The communication module 122 hasan antenna that electrically communicates, for example wirelessly, witha remotely located municipality module 126 that is operated by a citymunicipality. The municipality module 126 may include a storage device(not shown) that stores one or more regulated powertrain parameters asset by the municipality. For example, the municipality module 126 maystore a lookup table (LUT) that cross-references one or more regulatedpowertrain parameters including, but not limited to, carbon emissionlevel output desired by the municipality, with a correspondingpowertrain mode of the powertrain system 102.

The municipality module 126 may also include a microcontroller (notshown) configured to predict various pollution events, such as smoglevels and o-zone levels, based on current environmental conditions.Accordingly, the LUT may cross-reference one or more environmentalparameters, such as atmospheric conditions including o-zone levels, smoglevels and carbon levels, with a corresponding powertrain mode of thepowertrain system 102.

The municipality module 126 may also store various types of vehicleinformation including, but not limited to, vehicle types, models, ages.The vehicle information may be cross-referenced in the LUT withregulated powertrain parameters as a function of secondary conditions.The secondary condition may include, for example, time of day, roadconditions, weather, weather forecasts, traffic conditions, vehiclecongestion, holidays, days of the week, elevation, incline of thevehicle, weight of the vehicle, current fuel prices, and state ofemergencies. Based on the vehicle information, the municipality module126 may determine various operating conditions of a powertrain systemcorresponding to a particular vehicle.

The powertrain control module 118 may determine that the PHEV is locatedin a municipality jurisdiction including a municipality module 126 basedon the location information provided by the location module 124. Forexample, the location information may include global position satellite(GPS) coordinates of the vehicle. Based on the GPS information, thepowertrain control module 118 may determine that the PHEV is located ina municipality jurisdiction including a municipality module 126, andthen initiate communication with the municipality module 126. In anotherembodiment, the municipality module 126 may also include a communicationmodule 128 having an antenna. Accordingly, the powertrain control module118 and/or the municipality module 126 may electrically detect thepresence of one another when the PHEV enters the municipalityjurisdiction. The municipality module 126 may query the powertraincontrol module 118 for one or more powertrain parameters, such as carbonemissions output by the engine 104, in response to detecting thepresence of the PHEV.

The communication between the powertrain control module 118 and themunicipality module 126 allows municipalities to directly addressenvironmentally and socially conscientious consequences caused bylimited transportation resources. More specifically, the powertraincontrol module 118 may output powertrain operating parameters to themunicipality module 126. The municipality module 126 may then comparethe powertrain operating parameters with the regulated parameters storedin the LUT. If the powertrain operating parameters are not consistentwith the regulated parameters set by the municipality, the municipalitymodule 126 may output a regulation signal instructing the powertraincontrol module 118 to initiate a different powertrain mode of thepowertrain system 102.

Suppose, for example, that a PHEV operating in an engine-only modeenters a municipality jurisdiction including the municipality module126. The powertrain control module 118 determines the existence of themunicipality module 126 based on GPS coordinates determined by thelocation module 124 and communicates powertrain operating parameters,such as carbon levels exhausted by the engine 104, to the municipalitymodule 126. If the exhausted carbon levels exceed the regulated carbonlevels stored in the LUT of the municipality module 126, themunicipality module 126 may output a regulation signal instructing thepowertrain control module 118 to switch the powertrain system mode fromthe engine-only mode to the charge-depleting mode. In response to theregulation signal, the powertrain control 118 module initiates thecharge-depleting mode and controls the drive clutch to disengage theengine 104 and engage the HEM 106. As a result, the PHEV is drivenexclusively by the HEM 106 and the level of carbon emission produced bythe PHEV is reduced.

In at least one embodiment, the powertrain control module 118 performsthe comparison between stored powertrain parameters and currentpowertrain operating parameters as opposed to the municipality module126. The current powertrain operating parameters may include emissionsexhausted from the vehicle and/or a quality of outside air local to thevehicle. If the current operating parameters do not comply with thestored parameters obtained from the municipality module 126, thepowertrain control module 118 may select a different powertrain mode asdiscussed above.

The powertrain control module 118 may also control the powertrainoperating mode based current operating parameters including, but notlimited to, emissions exhausted from the vehicle and/or a quality ofoutside air local to the vehicle. According to at least one embodiment,the powertrain system 102 may further include one or more on-board airquality sensors 130 mounted at various locations of the vehicle. The airquality sensor 130 may be in electrical communication with thepowertrain control module to sense the quality of air surrounding thevehicle and output a signal indicative of the air quality to thepowertrain control module 118. The quality of air may be based on atleast one of the o-zone of the surrounding atmosphere and/or the levelof carbon emissions existing in the surrounding atmosphere. It isappreciated that the surrounding atmosphere ranges, for example, fromthe ground supporting the vehicle to about 17 kilometers (i.e., 56,000ft) above the ground.

The powertrain control module 118 may compare the air quality to apredetermined threshold value. The threshold value may be stored atvarious locations including, but not limited to, a storage unit includedin the powertrain control module, the municipality data base, and acloud server in electrical communication with the powertrain controlmodule. If the air quality is below the threshold value, the powertraincontrol module 118 may initiate a different operating mode of thepowertrain system, which improves reduces at least one emission from thevehicle to improve the surrounding quality of air. For example, if theair quality is below the threshold value and the powertrain system 102is operating in the engine-only mode, the powertrain control module 118may output a clutch control signal that initiates the battery-depletionmode. Accordingly, the engine 104 is disengaged, and the vehicle isdriven by only the HEM 106 such that the selected mode reduces at leastone emission from the vehicle contributing to a low air quality measureby the air quality sensor 130.

In another embodiment, one or more risk factors may be considered beforechanging the powertrain mode of the powertrain system 102. The riskfactors include, but are not limited to, risk factors associated withthe PHEV, the driver of the PHEV, road conditions, weather, and adistance at which the PHEV is from a battery charging stations. Forexample, the powertrain control module 118 may output carbon emissionlevels exhausted from the engine 104 along with a battery charge levelof the battery unit 116. If the battery charge exceeds a predeterminedthreshold value, the municipality module 126 may determine that there isno risk of the PHEV becoming disabled, and may consider whether thepowertrain mode should be changed based on the carbon emissions levelcurrently output by the engine. However, if the battery charge is belowthe predetermined threshold, the municipality module 126 may determinethat disengaging the engine 104 poses a risk of disabling the PHEV.Accordingly, the municipality module 126 may select a powertrain modulethat utilizes both the engine 104 and the HEM 106, or allows thepowertrain system of the PHEV to remain operating in the engine-onlymode until the battery charge level is recharged to an acceptable level.

The driver of the vehicle may also manually indicate a risk level, whichis output to the municipality module 126. For example, a driver maymanually indicate a health emergency, which is communicated by thepowertrain control module 118 to the municipality module 126. Based onthe health emergency, the municipality module 126 may allow thepowertrain system 102 of the PHEV to operate in a powertrain modeselected by the driver.

In another embodiment, the municipality module 126 may implement quotascorresponding to engine pollutants per unit of time, thereby allowingthe sum of all vehicle driving modes to impact the environment over aspecific amount of time. After such quotas have been met, themunicipality may enforce more stringent powertrain operatingregulations, such as automatically switching the powertrain system 102out of an engine-only powertrain mode, to mitigate common pollutionevents such as smog alerts and/or o-zone alerts.

The powertrain control module 118 may alert the driver to a powertrainoperating mode change request, and may receive one or more feedbackinputs from the driver. That is, a driver may be presented withincentives to switch powertrain modes. For example, a positiveincentive, such as a carbon tax credit, an automotive insurancediscount, etc., may be provided to the driver in exchange for switchingout of an engine-only powertrain mode. Alternatively, the driver may bepresented with a toll or carbon tax/fee in exchange for allowing thedriver to operate the vehicle in an engine-only powertrain mode duringan environmental event, such as a smog-alert.

The powertrain control module 118 may wirelessly communicate the driverinput to the municipality module 126. For example, the driver may bealerted of a request from the municipality to change powertrain modeusing a sound and/or an icon displayed on a dashboard (not shown) of thePHEV. The driver may then choose to select the suggested powertrainmode, or may deny the request. The selection of the driver may then bewirelessly communicated to the municipality module 126. In oneembodiment, if the driver chooses to deny the suggested powertrain mode,the municipality may assess a toll, i.e., fee, in exchange for allowingthe user to maintain the current powertrain mode.

The dashboard may also display information, such as a summary ofstatistics, indicating powertrain mode changes in other drivers. Forexample, the dashboard may display and/or announce, “You are currentlyamong 150 other drivers of which the municipality has adjustedpowertrain parameters. Thank you for your cooperation.” The summary ofstatistics may also be emailed, text, and/or communicated to a mobiledevice via a mobile application downloaded onto the driver's mobiledevice.

Referring now to FIG. 2, a flow diagram illustrates a method ofcontrolling modes of a location-based powertrain control systemaccording to an embodiment. At operation 200, a location of a PHEV isdetermined. The location may be determined, for example, according toGPS coordinates. Based on the location of the PHEV, a determination asto whether the PHEV is located in a municipality-regulated location thatregulates the powertrain operation of the PHEV is made at operation 202.If the PHEV is not located in a vehicle-regulated municipality, thecurrent powertrain mode of the powertrain system is maintained atoperation 204 and the location of the PHEV is again determined atoperation 202.

If the PHEV is located in a vehicle-regulated municipality, however, thecurrent operating parameters of the powertrain system, such as engineoperating parameters, are determined by the municipality at operation206. For example, carbon emission levels exhausted by the engine arecommunicated to a municipality module storing a carbon emissionsthreshold value. If the exhausted carbon emission levels are within thethreshold value, the current powertrain mode of the PHEV is maintainedat operation 208, and the exhausted carbon level continues to bemonitored at operation 206. If the exhausted carbon level exceeds thethreshold value, however, a safety risk is determined at operation 210.The safety risk may include, for example, the safety of the driverand/or and faulty operation of the vehicle such as a probability thatthe vehicle will be disabled. If a safety risk is determined, thecurrent powertrain mode of the PHEV is maintained 208, and the exhaustedcarbon level continues to be monitored at operation 206. The safety riskcan then be assessed at subsequent time after the risk has been averted.Otherwise, a mitigating action is sent from the municipality to the PHEVat operation 212. The mitigating action may include, but is not limitedto, requesting the driver to switch the powertrain mode, charging a feeto the driver of the PHEV to continue operating the PHEV in the currentpowertrain mode, and/or automatically changing the current powertrainmode to a different powertrain mode. The result of the mitigating actionis communicated to the municipality at operation 214. For example, aresult as to whether the powertrain mode is changed may be wirelesslycommunicated to a municipality module operated by a city municipality,and the method ends.

Referring to FIG. 3, a flow diagram illustrates another method ofcontrolling modes of a location-based powertrain control systemaccording to an embodiment. At operation 300, a quality of airsurrounding a vehicle including the powertrain control system isdetermined. The quality of air may be based on o-zone levels of theatmosphere, carbon levels of the atmosphere, etc. At operation 302, theair quality is compared to a threshold value. If the air quality exceedsthe threshold value, the current powertrain mode of the powertrainsystem is maintained at operation 304 and the air quality is againdetermined at operation 302. Otherwise, a determination as to whetherone or more risk factors exist is performed at operation 306.

If no risk factors exist, then the operating mode of the powertrainsystem is changed to an operating mode that reduces at least oneemission from the vehicle to improve the air quality at operation 308.For example, the operating mode may be changed from and engine-only modeto a battery depletion mode where only the HEM, i.e., motor/generator,is used to drive the vehicle such that at least one emission exhaustedfrom the vehicle are reduced. However, if one or more risk factorsexist, a determination is made as to whether the risk factors exceed arisk threshold at operation 310.

The risk factors may include, for example, safety of the driver, safetyof the vehicle, road conditions, weather, distance from a chargingstation, etc. A mathematical formula may be derived by a vehicle controlmodule to determine a current risk level based on the one or moreexisting risk factors. If the risk level exceeds the risk threshold, thecurrent operating mode of the powertrain system may be maintained atoperation 312. For example, if the driver has initiated the engine-onlymode, and the risk level exceeds the risk threshold, the driver may bepermitted to maintain the engine-only mode. However, if the risk levelis less than the risk threshold, the operating mode of the powertrainsystem is changed to an operating mode that reduces at least oneemission exhausted from the vehicle to improve the air quality atoperation 308. The changed operating mode is communicated to the driverat operation 314, and the method ends. Accordingly, an operation mode ofthe powertrain system may be changed to a different mode such that atleast one emission from the vehicle contributing to a low air quality isreduced.

The terminology used herein is for the purpose of describing particularembodiments only and is not intended to be limiting of the invention. Asused herein, the singular forms “a”, “an” and “the” are intended toinclude the plural forms as well, unless the context clearly indicatesotherwise. It will be further understood that the terms “comprises”and/or “comprising,” when used in this specification, specify thepresence of stated features, integers, steps, operations, elements,and/or components, but do not preclude the presence or addition of onemore other features, integers, steps, operations, element components,and/or groups thereof.

The flow diagrams depicted herein are just examples of variousembodiments of the inventive concept. There may be many variations tothe diagrams described therein without departing from the spirit of theinvention. For instance, operations may be performed in a differingorder or steps may be added, deleted or modified. All of thesevariations are considered a part of the claimed invention.

While various embodiments have been described, it will be understoodthat those skilled in the art, both now and in the future, may makevarious modifications which fall within the scope of the claims whichfollow. These claims should be construed to maintain the properprotection for the invention first described.

1. A vehicle control system to control operation of a vehicle,comprising: a powertrain system operable according to a plurality ofoperating modes to drive the vehicle; a sensor mounted to the vehicle todetect a quality of air surrounding the vehicle; and a vehicle controlmodule configured to select an operating mode of the powertrain systemto reduce at least one emission exhausted from the vehicle thatcontributes to a low air quality measure by the sensor.
 2. The vehiclecontrol system of claim 1, wherein the vehicle control module determinesa presence of a risk factor corresponding to at least one of the vehicleand a driver of the vehicle, and selects the operating mode when thequality of air is below the threshold value and the at least one riskfactor is below a risk threshold.
 3. The vehicle control system of claim2, wherein the powertrain system includes an internal combustion engine(ICE) operable in response to combusting hydrocarbon fuel, and a hybridelectric motor (HEM) operable in response to power from a rechargeableelectronic battery.
 4. The vehicle control system of claim 3, whereinthe plurality of operating modes of the powertrain system comprises anengine-only mode that operates the powertrain using only the ICE duringan entire trip duration, a charge-depleting mode that operates thepowertrain using only the HEM over an entire trip duration, a blendedmode that operates the powertrain system using both the ICE and the HEMover an entire trip duration, and a mixed mode that operates thepowertrain system using a combination of the charge-depleting mode andthe blended mode during an entire trip duration.
 5. The vehicle controlsystem of claim 4, wherein the vehicle control module determines atleast one current operating parameter of the powertrain system andcommunicates the at least one current operating parameter to amunicipality control module that stores at least one engine parameter,and wherein the municipality control module outputs a control signalinstructing the vehicle control module to output at least one clutchcontrol signal in response to a comparison between the current operatingparameter and the at least one engine parameter.
 6. The vehicle controlsystem of claim 5, wherein the powertrain system further includes adrive clutch interposed between the ICE and the HEM, the drive clutchconfigured to selectively engage and disengage the ICE and the HEM inresponse to the clutch control signal.
 7. The vehicle control system ofclaim 6, wherein the clutch control signal includes a first clutchcontrol signal to engage and disengage the ICE and a second clutchcontrol signal different from the first clutch control signal to engageand disengage the HEM.
 8. The vehicle control system of claim 7, whereinthe at least one engine parameter stored in the municipality moduleincludes a maximum level of exhausted carbon emissions.
 9. The vehiclecontrol system of claim 8, further comprising a dash panel that alertsthe driver of a mitigation factor, the alert including at least one ofdisplaying an indicator and outputting a sound.
 10. The vehicle controlsystem of claim 9, wherein the mitigation factor includes indicating achange in the operating mode, requesting a change in the operating mode,and indicating payment of a fee in exchange to maintain a currentoperating mode.
 11. A powertrain system, comprising: a global positionsatellite (GPS) module to determine a location of a vehicle operated bythe powertrain; and a control module that communicates with a remotelylocated municipality module corresponding to the location to obtain atleast one stored powertrain parameter, the control module configured todetermine at least one current operating condition of the powertrainsystem and to select a different operating mode of the powertrain systemamong a plurality of operating modes based on a comparison between theat least one current operating condition and the at least one storedpowertrain parameter, the different operating mode configured to reduceat least one emission exhausted from the vehicle.
 12. The powertrainsystem of claim 11, further comprising: an internal combustion engine(ICE) operable in response to combusting hydrocarbon fuel; a hybridelectric motor (HEM) operable in response to power from a rechargeableelectronic battery; a drive clutch that selectively engages anddisengages at least one of the ICE and the HEM to a drive shaft fordriving a vehicle; and a sensor mounted to the vehicle to detect acurrent quality of air surrounding the vehicle.
 13. The powertrainsystem of claim 12, wherein the control module controls the drive clutchbased on the comparison between the at least one current operatingcondition and the at least one stored powertrain parameter.
 14. Thepowertrain system of claim 13, wherein the comparison is based on amaximum exhausted carbon emission level stored in the municipalitymodule and at least one of a current carbon emission level exhaustedfrom the ICE and the current quality of air detected by the sensor. 15.The powertrain system of claim 14, wherein the comparison is furtherbased on a risk factor associated with at least one of the driver of thevehicle and faulty operation of the vehicle.
 16. The powertrain systemof claim 15, wherein the risk factor includes health of the driver andan electrical charge level of the rechargeable electronic battery.17.-20. (canceled)